Driving mechanism for cars on inclined railways



(No Model.) l

` 2 Sheets-Sheet l. C. W. HUNT.v

DRIVING MBGHANISM POR GARS 0N INGLINBD RAILWAYS. No. 443,768.

Patented Deo. SO, 1890.

(No Model.) 2 Sheets- Sheet 2.

C. W. HUNT. DRIVING MEGHANISM FOR GARS 0N INGLINED RAILWAYS. No. 443,768. Patented Dec.l30, 1890.

UNITED STATES PATENT OFFICE.

CHARLES lV. HUNT, OF WEST NElV BRIGHTON, NE\V YORK.

DRIVING MECHANISNI FOR CARS ON INCLINED RAILWAYS.

ISPECIFICATION forming part of Letters Patent No. 443,768, dated December 30, 1890.

Application filed October S1, 1890.

To all whom it may concern:

De it known that I, CHARLES IV. HUNT, a citizen of the United States, residing at Vest New Brighton, in the county of Richmond and State of New York, have invented an Improvement in Driving Mechanism for Cars on Inclined Railways, of which the following is a specification.

In many railways the track for the cars is often level, or nearly so, for a considerable distance, and then such track is inclined for the cars to reach a higher level, and a rack and gear-wheel have been used in propelling the cars up the incline to prevent the slipping of the wheels. In cases where an electric or similar motor is used it is advantageous to have the motor-shaft longitudinal and central, or nearly so, and to connect the same by gearing to the cross-shaft and place the driving-gear and the rack at 011e side of the central line.

In the drawings, Figure l is a cross-section representing the truck-wheels and frame and the driving-gear and stationary rack. Fig. 2 is a longitudinal section showing the positions of the respective parts; and Fig. 3 is an end view, partially in section, with two drivinggears.

The car-wheels A A', axles B B', and truckframe C are of any usual or desired character, and the cross-shaft D is at a higher elevation than the axles B B', but parallel to the same, and this cross-shaft is supported in suitable bearings upon the truck-frame and driven in any desired manner. I have represented a longitudinal shaft E, connected by the bevelpinion G and bevel-wheel G with the crossshaft D, and this cross shaft D is shown as sucientlyhigh above the aXlesB B to allow the driving-shaft E to pass freely over the axle B', and there may be cranks or any suitable gearing for connecting the cross-shaft D with the axles B B so as to rotate the wheels A A by such connections only when the car is 0n a level 0r nearly-level track; but upon the cross-shaft D there is a gear-wheel R, the pitch-line of which corresponds to t-he diameter of the can-wheels at the tread of the same, and in consequence of the cross-shaft D being higher than the axles B B the stationary rack S can be between the rails T T and at a higher elevation than such rails. Hence the gearwheel R is out of the way when the car is propelled by the wheels A A', as usual, and such gear-wheel does not become injured and the teeth full of dirt, and when the car reaches the base of an incline the teeth on the wheel R gear into the teeth on the rack S, and the power is exerted both upon the wheels A A and the gear R to propel such car up the in- Cline without the risk of the wheels slipping upon the track.

It is generally preferable to make use of driving gears at the central portion of the truck for connecting the motor with the crossshaft D. I'Ience the gear-wheel R and rack S are at one side of the center line. To accommodate this condition it is usually preferable to employ a second wheel R upon the shaft D at the same distance from the Vertical center of the truck as the wheel R, so that when the motor is traveling the other end first upon the track the wheel R will gear with the rack S.

In some instances the inclines upon th track are steeper at some places than at other places, and more power is required for draw ing the train upon the steeper incline. In consequence of providing two gear-wheels R and R', Fig. 3, a second rack S may be made use of upon the incline, and the necessary strength of gearing will thereby be obtained by the second rack and gearwheel, instead of using throughout the road heavier gear-wheels and racks.

In consequence of the teeth upon the rack S being higher than the top of the rails T, switches and turnonts can be provided, because the gear-wheel R is sufficiently high to pass above said switches and turn-outs, and

in such cases it sometimes is necessary,to

IOO

a stationary rack upon the track at the in axles, of a driving-shaftpassing across one clined portion thereof, substantially as set of the axles, acrosssha'ft parallel tothe axles, forth. gear-Wheels connecting the driving and cross 15 2. The combination, with a cross-shaft and shafts, a gear-Wheel upon the cross-shaft, and 5 two gear-Wheels upon such cross-shat`t, of a a rack upon the inclined portion of the track,

rack between the track and nearer to one rail substantially as specified. than the other and coinciding with one ot' the Signed by me this 28th day of October, lSJO. gears, so that one of such gear-wheels will WHAS Y HUYT mesh with the rack when the locomotive is l io either end first on the track, substantially as lVitnesses:

specified. GEO. T. PINCKNEY, 3. The co1nbination,with the carwheels and XVILLIAM G. MOTT. 

